Internal-combustion engine.



Lf. MURPHY. INTERNAL cownusrlow ENGINL APPLICATION FILED NOV- I6 1915. N

` Patented Apu 11A, 1917.

3 SHEETS-SHEET I QCIVL'ULUHIQAL. I Jf/JI/ E 0% I @Itoznen f J. F. MURPHY.

INTERNAL-COMBUSTION ENGINE.

APPLICATloN FILED Nov. 1a, 1.915.

/ y v Patented Ap1-.17,1917

3 SHEETS-SHEET 2.

I Z l9L l! y@ i i if l ZZ 45 i f, 50 9 41 w nue'no'o @minne 1. F. MURPHY :NTERNAL coMBusnoN ENGINE.

Patented pr. 17

s SHEETS-SHEET 3.

APPLICATION FILED NOV. l5, 1915.

State of Kentucky,

d @HN FRANCIS ieiirnnr onirica MURPHY, OF LOUISVILLE, KENTUCKY.

INTERNA`L-CIVIBUST10N ENGNE.

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. Application filed November To aZZ lexi/'2,0m may concern:

Be it known that I, .loiiN F. ll/URPHY, a citizen of the United States, residing at Louisville. in the county of Jefferson and have invented certain new and useful improvements in Internal- Combustion Engines, of which the following is a specification.

his invention relates to internal combustion engines, and more particularly to a novel improvement; in engines of that type having a variable compression chamber.

As is well known, in the ordinary type of internal combustion engine, there is an untraveled space in the endlof the cylinderv known as the compression or combustion chamber. At the end of the working cycle, this chamber is lilled with products of combustion, and the incoming charge of fuel is diluted by it to such an extent that at low throttle, the earbureter must be adjusted to give ya very rich mixture. This dilution of they combustible charge by the inert gases remaining in the cylinder not only causes a loss of efliciency, but makes the motor less sensitive to adjustment, because there is a variable proportion of active and dead gases for every speed.

Accordingly, the present invention has primarily in view a constructionwhereby the spent gases and products of combustion are completely removed at the end of each working Stroke of the piston, thereby pro-- viding for the free and full reception et a fresh live charge at the beginning of the suction stroke, which is free from dead gases and therefore of maximum efficiency.

Another object of the invention is to provide a novel and practical arrangement of parts whereby the above object may be ei feetively carried out with silence of opera- ,tion, and positive and accurately synchronized movements.

A further object is to provide a simple adjusting device whereby the valve action may be advanced with relation to the crank shaft, while the engine is ruiming, for eX- treme speeds, so as to counteract as much as possible the inertia of the gases. v

lilith the above and other objects in view which will more readily appear as the nature of the invention is better understood7 the saine consists iin the novel construction, combination and `arrangeinent ol parts here- Speccation of Letters Patent.

Patented Apr. il?? 16, i915. Serin No. eiQsov ully described, illustrated and actieal embodiment of Figure 1 is avertical sectional view of my invention showing the relation of parts g stroke. al sectional View showingl at the end of the cxduring the Workin Fig. 2 a vertic the relation of parts haust stroke.

Figs. 3, 4, 5, and G are diagrammatic views respectively showing the position of parts at the beginning' of the suction stroke; the beginning of the compression stroke; the beginningof the working stroke; and the end of the working stroke.

Similar reference characters designate corresponding' parts throughout the several figures of the drawings.

In carrying out the present invention, it is proposed to utilize an automatically reciproca tin g" working cylinder designated generally by the letter C, and combining all of the functions of an engine cylinder and a variable sliding' sleeve. This cylinder which will be presently explained operates within a fixed guide casing l. The said guide casing is preferably oi a cylindrical construction. and may be provided with any conventional cooling means such, for instance, as a vater jacket 2. The guide casing l is formed with the oppositely arranged inlet passages 3-3 and exhaizst passages 4%. These passages having the ports a. and L are shown in paired relation, but it will he understood that they may also be of any number may extend entirely around the casing. It is, oi' course, understood that a carbureter is connected to the passage 3-3 and an eX- haust pipe to 4-ll Furthermore, the said casing is formed with a housing casing 5 for accommodating the working parts of the engine, and the cylindrical bore 6 ot' the casing receives the reciprocating worl cylinder C. The body of this 'working cylinder is preferably in the form of a long` sleeve 7 operatively related to a cylinder operating mechanism designated. generally as 8, and hereinafter more particularly referred to.

The working cylind per end a head er C carries at its upsection 9 having a piston fit even or odd, and.

is illustrated yin the l accompanying drawings, in whiclrring 106 in the casing and provided with a p'urality f cylinder head 10. As noted, this annular -lng 5 and surrounding the base ofthe sleevey eisY groove 12 is adapted to alternately register with the inlet ports a and the exhaust b respectively of the inlet passages 3 and 3 and' exhaust passages 4 and 4, to thus alternately admit and discharge the live and dead or inert gases from the interior of the chamber or space c of the sleeve 7.

Operating within the working cylinder C is a piston 14 which actuates the crank shaft 15 by means of the usual connecting rod 16, and as will be apparent from the drawings, this piston 14 and sleeve 7 are so timed in their operations that at the end of the exhaust stroke, the upper end of the piston registers with the lowest ings 13, so that practical y all of the dead or inert gases may be expelled from the chamber c into the exhaust passages "4 and 4. This feature will hereinafter-more fully appear in connection with the operation of the invention.

Another novel and distinctive feature of the ,present invention resides in the means employed for imparting a reciprocating motion to the working cylinder C. Although this may be accomplished in various ways, a' preferred and practical method to this end involves the novel structureymore clearly shown in Fig. 1 of the drawlngs, which operates accurately and positively, and permits of ready adjustment whereby the movement of the sleeve may be easily synchronized with the movement of the piston. Referring to this construction,it will be observedthat the sleeve portion 7 of the cylinder is provided near its lower end witha pair of diametrically opposite projections preferably in the form of cam rollers 17, which are mounted on axle pins 18 rigidly xed in the cylinder wall, and are preferably rovidcd with ball bearings 19 to inL sure tlie reduction of friction to a minimum -and thereby increase the eiiiciency of operation.

These cam rollers 17 in a sinuous cam groove20 ormed in a rotary'valve operating gear ring 21 rotatably supported as indicated at 21 in the cas- 7. This geary 21 is for the sake of convenience in assembling, formed in twosections designatedas 22 and 23, and carries on its oint of the open are` ada ted to workA outerperiphery "a circular worin rack 24 which meshes with a worm '25. on' aworm shaft 26 suitably. journaled'in the casingfI of the engine;`

shown in *the present illustration, the shaft 26 may be common to a plurality ofcylinders. As willbe apparent from Fig. l.,4 the gear ring 21 has formed on its lower face av air of oppositely located depending impact l will, of course, be under;- stood that, although only onecylinclerfis4 ugs 26a, which are adapted to receive the Iny order to hold the working cylinder C in a relatively fixed position, or in other y words to prevent its rotation, and thus insurgeI a positive reciprocating motion to be imparted thereto by the rollers 17 working in the groovc-20, the lower end of the sleeve 7 is provided with an oilsetor laterally extending holding yoke 28 which engages a relatively fixed valve shifting eccentric 29 carried by aneccentric shaft 30, preferably arranged in a vertical position at one side of the lower part of theslecve, and provided at its upper end with an operating arm 31.A

Thus, as the working cylinder C is engaged with the rela-tively fixed eccentric 29, it is prevented from having any rotary movement, but is free to reciprocate and thus carry out its functions with respect to the piston and casing. v

Normally, the eccentric 29 is adapted to hold the cylinder C in such a position that the/rollers 17 will rest in the groove' 2O sol that the operation of the gear 21 will always 'Y -'bring the cylinder head 10 of the cylinder in proper relation to the upper end of the piston 14, to thereby clear the compression space c of all dead or inert gases during the operation of the engine at normal speeds. However, when the en ine is running .at higher speeds, it is desirable that the'compression chamber c be cleared of the dead or 1 inert `gases much more rapidly than-under usual conditions. Therefore, to advance the valve action with rela-tion to the movement of the'piston and crank shaft while the en- 120 gine 1s-running so as to counteract as much as possiblel the inertia of the gases, thelec` centric 2 9 may be turned through the. operating rod 31 to turn or alterthe position of l the jworking cylinder." This turn brings the rollers 17 from the position which they normally occupy in the groove 20 to a point nearer the sharp turn or angle in the cam groove whereby the head 10 of the sleeve will be brought to its exhaust position much quicker than under ordinary' circumstances renacer so that the intake ports Will he opened earlier, allowing) a full charge to enter, and the exhaust ports will open sooner to allow complete scavenging.

The several positions that the valve sleeve 7 is caused to assume bythe nie-ans just described are clearly sho-Wn in the drawings. In Fig.` 2 which sli'ows the end of the exhaust stroke, the Working cylinder C is in its lowermost position so that the groove 12 registers with the ports of the exhaust passages 4. and 4. lhile the piston la re mains in the same position shown in Fig. 2, at the'end of the exhaust stroke at upper dead center, the cani gear 21 through the groove 20 and rollers 17 quickly mores the sleeve upwardly so that the groove 12 ot the sleeve registers with the ports a of the inlet passages 3 and 3 to thus begin the suction stroke shown in Fig. 3. The piston 14 then recedes, and when the end or the suction stroke is reached, the cam devices cause the cylinder C to be lowered so that the groove 12 is approximately midway Vbetween the ports a and Z) at the beginning or the compression stroke, as shown in Fig. 4. Near the end of the compression stroke, the charge is red, thus causing the piston llt .to begin its working stroke as shown in F ig. 5. During this Working stroke the cylinder is in such a position that the groove 12 is out of registry' with the exhaust ports '6. However, when the end of the Working stroke is reached as shown in Fig. t3, the groove 12 registers with exhaust ports 7).

rom the foregoing, it will be apparent t-hat the cylinder C is positively and aceurately synchronized with the movement of the piston 14 to accomplish the several steps in the cycle of operation, whereby the compression chamber c is varied to alternately receive a full live charge, and then completely expeli the inert or spent gases and thereby not impair the etliciency of the next succeeding charge.

Without further description, it thought lthat the many features and advantages of the present invention will be readily apparent, and it will also be understood that variou's changes in the sorted to Without departing from the spirit 2. An internal combustion engine including a casing haring inlet and exhaust ports, a sliding working cylinder having a common intake and exhaust port tor alternately registering with said casing ports, said working cylinder port being formed by a groove around the periphery of the cylinder, and a plurality of radially disposed openings establishing cominunication between the groove and the interior of the cylinder, a pi.' :working in said cylinder, and means for reciin'ocating said cylinder in synchronism with the piston. Iy

3. An internal combustion engine ineluding a casing having inlet and exhaust ports, a Working cylinder haring a piston head provided with a common intake 4 port formed by an annular groove and a plurality or' radially disposed openings, said common intake and exhaust port being adapted to alternately register with the casing ports, a piston working within said cylinder, and Jam means for actuating said cylindcr in synchronisxn with the piston.

et. .in internal combustion engine including a casing haring inlet and exhaust ports arranged :it dii'l'erent levels, a sliding Working cylinder located within the casing and having a combined intake and exhaust port for alternatelyY registering directly With said casing ports, said cylinder having 0`- set tlanges at one end, relatively fixed projections carried by said cylinder, and cam means tor engaging said projections to operate the cylinder, said cam means having spaced depending lugs arranged to contact with said oti'set flanges on the cylinder during the compression and Working strokes ot the engine.

An internal combustion engine ineludingl a casing haring' inlet and exhaust ports, a sliding working cylinder located Within the casing and haring a common intake and exhaust port for alternately registering with said casing ports. relatively fixed projections carried by said cylinder, and cam means `for engaging said projections to operate said cylinder in synchronisni With the piston, said cam means comprising a sectional' gear ring having a cam groove and also having a. worin rack and rotatably Supported on the cylinder, and a Worm for operating said gear ring through the Worm rack.

t3 An internal combustion engine including a casing having inlet and exhaust ports, a sliding working cylinder located Within the easing and having a common intake and and exhaust y exhaust-port for alternately registering with said casing ports, relatively fixed projections carried by said cylinder, and cam means for engaging' said projections to operate said cylinder in synchronism With the piston, said cam means comprising a gear ring having oppositely depending lugs on its boting a casing having inlet and exhaust ports,

a sliding working cylinder having a comy mon intake and exhaust port for alternately registering with said casing ports, projec-V tions carried by the cylinder, impact flanges also carried by the lower end of the cylinder, and means for operating said cylinder lincluding a gear ring having a cam groove for engaging said projections carried by the cylinder, a worm for operating said gear ring, and impact lugs carried by the gear lling for abutting with the impact ianges on the cylinder -on the compression and Working strokes of the piston.

8. An internal combustion engine including a casing having separate oppositely located inlet 'and exhaust ports located at different levels, a reciprocating working cylin' der operating within said easing'l and having a single combined inlet and exhaust port for alternately registering direct with said casing ports, a piston working within the cylinder, cam means for reciprocating said' Working cylinder, and adjustable means en-v gaging with said cylinder whereby the same may be guided in its reciprocating movement and shifted to advance and retard the same With relation to said cam means in proportion to the speed of the engine.

In testimony whereof I hereunto aix my signature in the presence of two witnesses.

JOHN FRANCIS MURPHY.

Witnesses:

D. RAIBAUM, C. N. KIMBEL. 

